Internal-combustion engine



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P. A. HQLLHDAY INTERNAL COMBUSTION ENGINE Filed July 1. 1922 5Sheets-Sheet l I W F. A. HQLLJDAY INTERNAL COMBUSTION ENGINE Filed July1, 1922 3 Sheets-Sheet 2 A TT/ @w 23 1923. a m gm P. A. HOLLBDAYINTERNAL COMBUST ION ENGINE Filed July 1, 1922 5 Sheets-Sheet. 5

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Patented @ct. 23, 1923.

UNHTED STATES PATENT caries.

PETER ALBERT HOLLIDAY, OF EDGBASTON, BIRMINGHAM, ENGLAND, ASSIGNOR TOBELLISS AND MORCOM LIMITED, OF BIRMINGHAM, WARWICK, ENGLAND, A

BRITISH COMPANY.

INTERNAL-COMBUSTION ENGINE.

Application filed July 1, 1922. Serial no. 572,320.

To all whom it may concern:

Be it known that I, PETER ALBERT HOLLI- DAY, subject of the King ofGreat Britain, residing at F airfield, Poplar Avenue, Edgbaston,Birmingham, in the county of Warwick, England, have invented new anduseful Improvements in or Relating to Interrial-Combustion Engines, ofwhich the following is a specification.

The present invention relates to internal combustion engines of the twocycle type wherein for the purpose of imparting a lead in both openingand closing to the workingpiston-controlled exhaust ports over theworking-piston-controlled inlet ports one set of ports is provided inone cylinder and the other set of ports is provided in another cylinderof a pair of cylinders intercommunicating at the end, and the twoadjacent cylinders are arranged one on each side of an axial planethrough the crank shaft. with the pistons appropriately connectedthereto, and with an appropriate direction of rotation of the crankshaft.

The piston of each cylinder being connected to a single crank in commonby means of a specially constructed connecting rod common to both, thelead of one piston over the other is obtained by the varying angularityof the connecting rod, the effect of which gives an earlier opening ofthe exhaust ports over the inlet ports on the outward stroke and anearlier closing of the exhaust ports over the inlet ports on the inwardstroke without having to apply externa ly controlled inlet ports. Afurther advantage gained by this method is that the angle of closing ofthe exhaust ports on the inward stroke is less than the angle of openingof the same ports in the outward stroke, thus giving greater effectiveinward stroke for the compresson of the charge.

A modification would be to connect the pistons situated as previouslydescribed to different non-angularly separated cranks by means ofindependent connecting rods whereby the lead is due solely to the rela-'tive situation of the cylinders, or the different cranks in the latterinstance may be angularly disposed to vary the lead obtained by therelative situation of the cylinders.

Engines of the above type as previously proposed have been of the singleacting type move-in a straight line. Consequently some means must beprovided to reconcile the an gular movement of a connecting rod incommon with the straight line movement of the piston rods of aninterconnected pair of cylinders arranged astride of the crank shaft, 1nadapting the above described type of engine to be double acting.

For this purpose, according to the invention, the piston rods areprovided with double guided crossheads connected to the commonconnecting rod in a manner permitting varying angularity thereof.

For example one of the crossheads is directly pivoted tow the connectingrod, while the other is connected thereto by a laterally slidingconnection.

By adopting for a double acting engine the above interconnected twincylinder type of engine having the two cylinders astride of the crankshaft for the purpose of obtaining .a lead of the exhaust over the inletin both opening and closing, the objection that arises with ordinarydouble acting internal combustion engines that the piston rod passesthrough the center of the crankshaft-adjacent combustion chamber can beavoided.

This objection is avoided in the present engine, by arranging that atthe crank-shaftadjacent end of the cylinders, the portion of thecombustion chamber at which the explosion is initiated is situated inthe com munication between the two cylinders.

For this purpose, the fuel injection inlet or sparking plu according towhether the engine is of the igh compression or normal compression type,is located intermediately of the cylinders at the crank shaft endthereof.

combustion engines according to the invention are illustrated by way ofexample on the accompanying drawings, in which Fig, l is a sectionalelevation of a double acting internal combustion engine, and

Fig. 1 is the sectional diagram of the valve setting thereof.

Fig. 2 is a fragmentary sectional elevation showing on an enlarged scalethe arrangement of the fuel injection at the crank shaft end of thecylinders.

Fig. 3 is a sectional elevation of a modified double acting internalcombustion engine, of which Fig. 3 is the valve setting sectionaldiagram.

a b are two adjacent working cylinders arranged across a plane throughthe axs 0 of the crank shaft.

The cylinders a Z) connnunicate at the end remote from the crank shaftby a passage 01, at the crankshaft-adjacent end also by a similarpassage 6.

Thepassages d and c constitute combustion chambers common to bothcylinders a b. This enables, with a double acting internal combustionengine, the fuel injection inlet and sparking plug at thecrankshaft-adjacent end of the cylinders to be arranged in the passage 0approximately at f intermediately between the two cylinders, so that theinjected fuel is directed clear of the piston rods 7 g and their packingglands, as shown in Figs. 1, 2 and h indicates a similar approximatelymidway position of the fuel injection inlet and sparking plug in thepassage (Z at the other end of the cylinders a b.

The cylinder a is provided with ports 1' for the admission of air forscavenging or re-charging or for the inlet of steam, and the othercylinder 5 is provided with exhaust ports j.

The working pistons Z respectively are arranged in each cylinder a 7)respectively.

The cylinders a b are parallel and both pistons is Z are connected to aconnecting rod m common to both. At the end remote from the crank 11,means are provided for permitting varying angularity of the commonconnecting rod m- In Fig. 1 this is effected by.

pivoted extensions 70 Z of the guided piston rods 7 and a link 0 pivotedrespectively to the engine frame and connecting rod m. In Fig. 3 thecrosshead of the piston rod 7 has a laterally sliding connection withthe connecting rod m. The link 0 may be suitably extended to provide ameans of operating the scavenging and recharging pumps.

The effect of the above described situation of the interconnectedcylinders a b one on each side of the axis a of the crank shaft,

with rotation of the latter in the appropriate direction, indicated bythe arrow .9, and

the resultant varying angularity of the common connecting rod m is toimpart a lead in both the opening and closing of the exhaust ports j bythe piston Z of the respective cylinder 6, over both the opening andclosing of the inlet ports a by the piston is of the respective cylindera.

The above lead is shown bv the diagrams Figs. 1 and 3, wherein 25indicates the inlet period, u the exhaust period and c the surchargeperiod due to closing of the exhaust ports prior to the inlet ports.

I claim:

1. In a double acting internal combustion engine, a crank shaft, a pairof cylinders astride of said crank shaft, passages interconnecting saidcylinders at both their ends, a sparking plug in the crank shaftadjacent passage between saidcylinders, an inlet port at the mid-lengthof one of said cylinders, an exhaust port at the mid length of the otherof said cylinders, a piston in each of said cylinders uncovering saidport therein, an axially extending piston rod rigid with each of saidpistons, apacked gland for each of said cylinders traversed by saidpiston rods, a separate guided crosshead at the end of each of saidpiston rods, a connecting rod connecting both said crossheads to onecrank of said crank shaft, and a yielding connection between saidcrossheads.

2. In a double acting internal combustion engine, a crank shaft, a pairof cylinders astride of said era-nk shaft, passages interconnecting saidcylinders at both their ends with a fuel injection inlet in thecrankshaft-adjacent passage between said cylinders, an inlet port at themid-length of one of said cylinders, an exhaust port at the mid lengthof the other of said cylinders, a piston in each of said cylindersuncovering said port therein, an axially extending piston rod rigid witheach of said pistons, a packed gland for each of said cylinderstraversed by said piston rods, a separate guided crosshead at the end ofeach of said piston rods, a connecting rod connecting both saidcrossheads to one crank of said crank shaft, and a yielding connectionbetween said crossheads.

3. In a double acting internal combustion engine, a crank shaft, a pairof cylinders astride of said crank shaft. passages interconnecting saidcylinders at both their ends, a sparking plug in the crank shaftadjacent passage between said cylinders, an inlet port at the mid-lengthof one of said cylinders, an exhaust port at the mid length of the otherof said cylinders, a piston in each of said cylinders uncovering saidport therein, an axially extending piston rod rigid with each of saidpistons, a packed gland for each of said cylinders traversed by saidpiston rods, a separate guided crosshead at the end of each of saidpiston rods, a connecting rod connected to one crank of said crank shaftand directly to both of said crossheads and a sliding connection betweensaid crossheads.

i. In a double acting internal combustion engine, a crank shaft, a pairof cylinders astride of said crank shaft, passages interconnecting saidcylinders at both their ends with a fuel injection inlet in thecrank-shaftadjacent passage between said cylinders, an inlet port at themid-length of one of said cylinders, an exhaust port at the mid lengthof the other of said cylinders, a piston in each of said cylindersuncovering said port therein, an axially extending piston rod rigid witheach of said pistons, a packed land for each of said cylinders traversedy said piston rods, a separate guided crosshead at the end of each ofsaid piston rods, a connecting rod connected to one crank of said crankshaft and directly to both of said crossheads and a sliding connectionbetween said crossheads.

In testimony whereof I have signed my name to this specification.

PETER ALBERT HQLLIDAY.

